Apparatus for transporting and dumping cinders



(No Model.) 3 SheetsSheet 1. v

A J. M. HARTMAN.

APPARATUS FOR TRANSPORTING AND DUMPING GINDERS.

Patented Dec. 30. 1890.

Inventof 3 SheetsSheet 2.

(No Model.)

J. M. HARTMAN. APPARATUS FOR TRANSPORTING AND DUMPING GINDERS.

Patented Dec. 30, 1890.

ESSES (No Model.) 3 SheetsSheet '3.

J. M. HARTMAN.

APPARATUS FOR TRANSPORTING AND DUMPING GINDERS.

No. 443,574. Patented Dec. 30, 1890.

Imzentor v A UNITED STATES.

'ATENT Fries.

JOHN M. HARTMAN, OF PHILADELPHIA, PENNSYLVANIA.

APPARATUS FOR TRANSPORTING AND DUM'PlNG CINDERS.

SPECIFICATION forming part Of Letters Patent No. 443,574, dated December20, 1890. Application filed March 21, 1890. Serial No. 344,848. (Nomodel.)

To all whom it may concern.-

Be it known that 1, JOHN M. I-IARTMAN, of Philadelphia, in the State ofPennsylvania, have inventedcertain new and useful Improvements inApparatus for Transporting and Dumping Cinders from Blast or otherFurnaces.

The following is a specification of my said improvements, referencebeing had to the accompanying drawings, wherein-- Figure 1 represents ageneral exterior side view of the apparatus with its motor, track, 820.,without, however, showing all the details. Fig. 2 is an exterior sideelevation on an enlarged scale and showing the details. Fig. 3 is afront view of the same, and Figs. 4 and 5 f (on a still more enlargedscale) are respectively a vertical central section through the lateraldoor for discharging the cinder and a front view of said door.

Apparatus of this kind, commonly known as cinder-cars, have usually beenconstructed by suspending a tank or car-body,

upon trunnions mounted upon a suitable truck, and providing the tankwith dumping or tipping mechanism attached thereto. In other cases thetrunnions have been dispensed with and the tank mounted upon pivoted sements engaging with racks upon the truck. These devices are not onlycumbrous and are liable to be deranged by the liquid cinder accidentallyflowing over or splashing back upon them, but as heretofore constructedthey required a height in the car which is objectionable, both becauseit throws the center of gravity of the apparatus too high and becausefurnaces do not usually have their cinder-trough arranged at asufficient distance from the ground to readily fill the tank. By myimprovements these objections are dis pensed with and other valuablefeatures are added, as willbe hereinafter more particularly explained.

In the drawings, A represents the track, the method of laying andextending which will be hereinafter described.

B is the tank or body of the car,lined with fire-brick B and supportedon a truck D, whose wheels Orun upon said track, and may be providedwith a brake mechanism X Y, which latter, however, forms no part of myinvention.

The top or upper portionof the tankB con sists of series of iron platesJ J, constructed in removable sections, as shown, the front see- 5 5flexible attachments H H I I, which areformed of wire rope or chain. Onepair of attachments I I are secured at their rear ends to the tank andat their front ends to the truck, as shown atc' 1', respectively. Theother pair of attachments HH are attached at their front ends to thetank and at their rear ends to the truck, as shown at h h, respectively.The pairs of attachments thus always cross one another and maintain theparallelism of the rolling tank in all positions.

At the front end of the truck D the upper surface thereof is inclined,as shown at d, so as to throw the front end of the tank well forward anddump the cinder clear of the track. At the rear end of the tank Iprovide a pair of lugs f, to which one end of a long link F is pivoted,the other end being coupled at f to the locomotive E. Upon the rear endof the truck is an upright G, having a forked upper end, whose opening greceives said link F and allows some vertical play thereof. A swiveldraw-head can be attached to the lugs f, if desired. Near the bottom ofthe forked portion of the upright G is a transverse opening e, and asimilar opening Z is formed near the front end of the link F. hen thetank is in its normal position, as shown in Fig. 2, the holes Z e areopposite to one another, and a pin pushed through the same secures thelink rigidly to the upright, so that the truck will be bodily shiftedalong the track by any movement of the locomotive. WVhen, however, thispin is removed, the forward movement of the locomotive will tip the tankforward, as shown in Fig. 1, so as to dump its contents. l I

The link F is provided with a transverse stop=piece K, which brings upagainst the rear side of the forked upright G, when the link is in aposition corresponding with the extreme forward position of the tank,and thus prevents the tank from being tipped too far.

To prevent the truck from being bodily lifted when the stop-piece abutsagainst the upright G, I provide upon said upright lugs L, upon whichthe under side of the stoppiece K strikes just as its frontface comes incontact with the rear of the upright G, and thus the strain is preventedfrom tending to lift the truck.

In the side of the tank, and preferably upon to both sides, I provideopenings for removing the cinder laterally without tipping the car,which openings are closed by doors mounted as follows: The door properconsists of a l1ollow hemispherical piece a, mounted in an annularflanged piece N, which fits over a projecting annular flange T upon thering T, surrounding the opening. The flanged rim N closes against theface of the ring T back of the edge of the annular flange T. Thisprojection of the flange T discharges the cinder beyond the face andprevents the hot cinder from destroying it, thus maintaining a ti ghtjoint at the door at all times. The rear of the flanged rim N isprovided with bridgepieces S S V V, at whose central meetingpoint thestructure is suspended by means of a transverse pivot 1', supported inthe forked arms 1) of an overhanging bell-crank lever P P. Thehorizontal arm P of this lever is freely hung upon a transverse rod R,suspended in lugs U U upon the side of the tank. Said rod R is providedwith a head \V at one end to prevent it from slipping out of the lugs UU, and has a shifting-lever R 5 5 at its other end, near which a secondbearing 1) is provided for it upon the side of the tank.

A lever-arm Q is rigidly attached to the rod R alongside of thebell-crank arm P, and is pivoted to the center of the latter at q. It

a will thus be seen that the shifting of the lever-arm R will, byturning the rod R, raise or lower the bell-crank l" I and open or closethe door N n, swinging it clear of the opening so as to be out ofcontact with the cinder.

5 The method of projecting the track for e. tension conformably with thegrowth of the cinder-pile constitutes an important feature of myinvention, which will now be described.

A A represent the rails, which are secured together by metal ties at theproper distance. The cinder flowing from the car forms a long talussomewhat inclined, as shown at Z. As the track has to he laid in advanceof the car, I support the rails upon tapered iron posts a, which in turnrest upon metal plates M laid upon the talus at the proper distance fromthe top or level portion of the pile. As the dumping progresses cinderflows back and envelops said plates together with the posts, whichlatter, however, being tapering, are readily withdrawn as soon as therail has a sufficient support from the cinder alone, and thus maybe usedagain. The plates lll of course remain permanently embedded in thecinder.

In front of the car-truckl secure upon each rail a curved metal shield0, having at its rear end a projection or stop 0, the object being toalford protection for the rails as the dumping occurs, and thus preventthem from being warped by the cinder. The stop 0 is a convenient adjunctto arrest the motion of the truck at any desired pointwhere the dumpingis to take place.

The operation of the shifting and tipping device is obvious. hen the caris to be moved bodily into position, the link F is socured by means ofthe pin passing through the holes 0 7, so that the movement of thelecomotive E draws or pushes the car, as may be desired, and as soon assaid pin is withdrawn the dumping operation takes place, as illustratedin Fig. 1.

Among the advantages not before enumerated of thisimproved constructionare the fol- 5 lowing: The method of tipping the car from the locomotiveby means of' a long link obviates the danger to which the workmen areoften exposed when the car is tipped by mechanism arranged upon thetruck itsclf,sincc the hot cinder is liable to splash back and burnthem. The incline d at the front end of the truck, acting in combinationwith the curved bottom of the car, enables the cinder to be, thrown wellforward and clear the truck. So, also, the peculiar construction of theside openings and doors not only projects the issuing cinder clear ofthe face or seat against which the door closes, butpermits the door'toaccommodate itself to the face, thus insuring tightness of the jointinstead of warping or twisting out of contact, as a rigidly-supporteddoor would be liable to do. The inwardly-projecting portion it alsoaffords a very extended surface for the cooling circulation of the air,and thus tends to prolong the life of the door.

At times it is found that a furnace will make a thick sticky cinder,which chills on the lining of the tank and is diflicult to dump outclean. After two or three flushes have been drawn off the cinder isoften found chilled to such an extent that it has to be pried off fromthe tire-brick lining with bars, an operation which generally results inin- 5 jury to the lining. I have found, however, that in the bottom ofthe car where the heat is greatest the cinder will remain in a fluidstate long after the upper strata have adhered to the sides. To obviatethis objec- I20 tion I construct the upper portion of the tank with aseries of unlined metal plates J, as described. These plates, being nearthe top, are not liable to be melted away, as the heat is much lessgreat than at the bottom, 12 and the cinder when chilled in contact withthem can .readily be detached, since it does not adhere to the metalwith any great tenacity.

I havedescribed the method of connecting the rolling tank to the truckby the flexible attachments as the best mode now known to me forembodying my invention; but it must be understood that certain featuresclaimed are entirely independent of this particular device. Hence inusing the words rolling tank to describe the car-body I do not limitmyself to such device, but intend to include any tank which is capableof being rolled or tilted upon the car-truck. Furthermore, it must beunderstood that in mentioning a locomotive-engine as an element ofcertain combinationsclaimed I do not limit myself to the use of thatparticular motor, since other devices will readily suggest themselves asequivalents for the purpose mentioned.

Having thus described my invention, I claim-- 1. The combination of thecar truck, the rocking tank mounted thereon, .a locomotiveengine, a linkconnecting said engine directly with said tank, and a stop mounted uponsaid truck for securing said link rigidly thereto, whereby the samemotive power can be applied to shifting the car bodily or tilting thetank thereof, substantially as set forth.

2. The combination,with the car-truck, the rocking tank mounted thereon,and the locomotive-engine, of a link pivotally secured to said tank andto said engine, aforked upright mounted on said truck and adapted toreceive said link within its forked portion, a pin or stop for securingsaid link rigidly to said upright, a stop-piece upon said link adaptedto engage with the rear side of the upright, and a lug or lugs upon saidupright adapted to engage with the under side of said stop-piece,whereby the tilting of the tank is permitted, but the lifting of thecar-body is prevented, substantially as set forth.

3. The combination, with the car-truck having an incline at its frontend, of the tank having a curved bottom adapted to rock on said truckand incline and means for tilting said tank, substantially as setfortlnwhereby the projection of the cinder beyond the end of the truckis insured.

4. The combinatiomwith the truck and the rocking tank mounted thereon,of the pairs of flexible attachments H H I I, connecting the tank andtruck and arranged substantially as set forth, whereby the parallelismof the tank is maintained in all its positions.

5. The combination, with the tank having a lateral discharge-opening, ofa seat surrounding said opening, an annular lip between said opening andsaid seat, said lip projecting beyond the face of the seat, and aswinging door having a detachable hollow hemispherical central portionprojecting into the opening out of contact with its sides, and anannular rim surrounding said central por tion and provided with a flangeadapted to close against said seat, the depth of said flange beinggreater than the projection of said lip, whereby an open space is leftbetween the end of the lip and the proximate surface of the door,substantially as set forth.

6. The combination, with the tank having a lateral opening, of a dooradapted to close said opening, a bell-crank lever pivotally connectedwith said door and freely suspended at its inner end upon a rodsupported in suitable lugs upon the tank-body, and a leverarm rigidlyattached to said rod and pivotally attached to said bell-crank-leverarm, whereby said door may be swung clear of the open ing and ispermitted to adjust itself to its seat upon closing, substantially asset forth.

JOHN M. IIARTMAN. Witnesses:

HENRY N. PAUL, Jr., E. Rnnsn.

